Tritrack system of mass transit

ABSTRACT

A rail system for transporting dual use vehicles includes a network of multiple non-interconnected rails where each rail comprises an extruded triangular shell and a support material. The rails are supported by a system of support structures where each support structure includes a base with a rail adjustment actuator for selectively adjusting the position of the supported rail. Each rail is sized to support a standardized dual use passenger vehicle adapted for roadway and rail travel.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application Ser.No. 60/391701 entitled “TriTrack System of Mass Transit” filed by Roaneon Jun. 26, 2002.

TECHNICAL FIELD OF THE INVENTION

The present invention relates in general to the field of transportationsystems and specifically to a modal monorail system and vehicle for usethereon.

BACKGROUND OF THE INVENTION

Conventional mass bus or rail transit systems require passengers toassemble at and then disseminate from a bus stop or rail station. Suchassemblages typically do not represent the least distance from a startpoint to destination point and often require significant additionaltravel.

Additionally, conventional mass transit systems often do not adequatelyaccount for societal pressures and needs. For example, passengers areoften uncomfortable when forced into a small private space withstrangers (such as a crowded bus or train) due to concerns such aspersonal space and safety. Personal transportation is likely to remainpreferred as evidenced in regions where subsidized public transportationridership remains low as car traffic dramatically increases.

Traditional travel in automobiles may alleviate many problems associatedwith public transportation systems, however, traditional automobileshave many well known drawbacks. Conventional automobiles contribute toincreased air pollution, typically have a limited life, and require asignificant amount of space for parking.

Some existing transit systems such as RUF and MAT systems have attemptedto combine some of the benefits of rail and bus systems, but also havesignificant drawbacks. The RUF system provides a car or bus that candrive both on roadways and also on an elevated electrified monorail. Theentire vehicle moves from the surface roads to the elevated rail. TheRUF car has a longitudinal hole down the center of the vehicle. The MATconcept switches out the entire drive-train frame under a containerizedpassenger compartment. This allows the vehicle to move from differentpropulsion systems without unloading and loading the passengercompartment.

SUMMARY OF THE INVENTION

In accordance with teachings of the present disclosure, an improvedtransportation system and method are described.

In one aspect, a dual use vehicle for monorail and roadway travel isdisclosed. The dual use vehicle includes a carriage body with a trackengagement slot formed in the carriage body to engage a triangular rail.A linear motor is installed within the carriage body to provide powerfor travel along a triangular rail. A modular power module is alsoincluded which may selectively engage the track engagement slot of thecarriage body when disengaged from the rail to provide power to thecarriage body for roadway travel when disengaged from the triangularrail.

In another aspect, a rail system for transporting dual use vehicles isdescribed. The rail system includes a network of multiplenon-interconnected rails where each rail comprises an extrudedtriangular shell pumped with concrete. The rails are supported by asystem of support structures where each support structure includes abase and a rail adjustment actuator for selectively adjusting theposition of the supported rail. Also, each rail is sized to support astandardized dual use passenger vehicle adapted for roadway and railtravel.

In yet another aspect, a transportation system is described thatincludes a system of linear rails able to support dual use vehicleswhere each rail includes an entrance point and an exit point. Eachvehicle includes a linear electric motor and a metal wheel assembly fortravel along the rails. The system also includes providing a powermodule station associated with each rail entrance point and exit point,the entrance point power module station able to receive modular powermodules removed from vehicles prior to entrance onto the rail and theexit point power module station able to provide a modular power moduleto vehicles exiting the rail.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the present embodiments and advantagesthereof may be acquired by referring to the following description takenin conjunction with the accompanying drawings, in which like referencenumbers indicate like features, and wherein:

FIG. 1 is front view of a vehicle according to the teachings of thepresent disclosure;

FIG. 2 is a perspective view of a vehicle according to the teachings ofthe present disclosure;

FIG. 3 is a depiction of a section of a triangular monorail trackaccording to teachings of the present disclosure;

FIG. 4 is a depiction of a vehicle traveling along a track according toteachings of the present disclosure;

FIG. 5 is a depiction of a removable power module;

FIG. 6 is a depiction of a removable power module including a batterypark;

FIG. 7 is a depiction of a removable power module being re-charged;

FIG. 8 is a conceptual depiction of a mobile track manufacturingvehicle;

FIG. 9 is a depiction of a rail and support according to teachings ofthe present invention;

FIG. 10 is a depiction of a vehicle transferring from rail travel toroad travel;

FIG. 11 is a conceptual transportation grid.

DETAILED DESCRIPTION OF THE INVENTION

Preferred embodiments and their advantages are best understood byreference to FIGS. 1 through 13, wherein like numbers are used toindicate like and corresponding parts.

The present disclosure describes a mass transit system preferablyapplicable to current mid-continent American cities with a minimumimpact on the social aspect of travel. More specifically, thetransportation system is a modal monorail system also referred to as a“TriTrack” preferably designed to produce point-to-point travel at veryhigh speed and low cost while preserving the private nature of thetravel experience.

Now referring to FIG. 1, a vehicle depicted generally at 10 isaerodynamically optimized and is able to travel both on a monorail track(as described in FIG. 3) and on existing roadways. Vehicle 10 (which mayalso be referred to a carriage) includes outer carriage body 12 that hasa generally circular cross section and generally corresponds to theshape of a C-class type airship hull to maximize aerodynamic efficiency.Carriage body 12 includes a track engagement slot 14 formed to engageand allow transport along a triangular rail. For roadway travel, vehicle10 includes front axle 16 with front wheels 18 and brake assemblies 20incorporated therewith. Vehicle 10 preferably incorporates conventionalcontrol components to operate the vehicle for roadway travel.Additionally, during roadway travel, vehicle 10 incorporates a modularpower module as described in FIG. 5, below that may also be generallyreferred to herein as a “mule” or a power module.

During rail travel, vehicle 10 engages a triangular track 100 (asdescribed in FIG. 3), along track receiving slot 14. Vehicle preferablyincorporates a power source (such as a battery) to power a, such as alinear motor, within vehicle 10 (not expressly shown). Such a motorpreferably utilizes an assembly including metal rollers and high speedbearings to allow for low friction travel along the triangular track 100and also includes a braking assembly able to selectively provide brakingforce directly to three sides of the triangular track 100.

As contemplated herein, the “linear motor” above and discussed herein isdirected at a linear motor component (either a strator or an armature)able to cooperate with a linear motor component incorporated into theentrances of track 100. The cooperation of the linear motor component ofvehicle 10 and track 100 selectively accelerates vehicle 10 for travelalong track 100. The rail-roller assembly of vehicle 10 preferablyincludes two steel wheels disposed generally in the front of vehicle andtwo steel wheels disposed in the back of vehicle to contact the topsides of track 100. The rail roller assembly also preferably includes arubber traction wheel disposed to contact the bottom surface of trackand operable to provide traction along thereon.

Now referring to FIG. 2, a perspective view of vehicle 10 is shownincluding interior compartment 30 suitable for passengers. As shown,vehicle 10 is preferably provided with a modular power module includingrear wheel 40 and is preferably available for roadway transport.

In a preferred embodiment, the modular power module 100 and its tractionmotor and rear wheel assembly are preferably owned and replenished bythe public sector (or utility provider) while vehicles 10 may be ownedby individuals.

Vehicle 10 is aerodynamically optimized and may preferably be classifiedas a motorcycle, thereby simplifying the manufacturing process andeliminating many of the regulations imposed on the manufacture ofautomobiles. Carriage body 12 is preferably manufactured utilizing amolding process providing a monocoque form. Additional structuralfeatures may also be molded into the body.

Now referring to FIG. 3, a portion of a triangular track, depictedgenerally at 100, is shown which may also be generally referred to herein as a rail. Track 100 preferably includes extruded triangular shell110 preferably extruded from a track production vehicle, (as shown inFIG. 8). Extruded hollow aluminum shell 110 is preferably aligned alonga desired trajectory which may be held by temporary supports duringinitial construction. Exterior triangular shell 110 preferably includesinterior cavity 114 and conduit 112. Conduit may be formed during theextrusion of shell 110 or may be insert independently; accordingly,conduit 112 may be constructed of any suitable material. Further,exterior shell 110 preferably has a wall thickness and overall strengthsuitable to support regular operation by vehicle 10 thereon. Afterinitial manufacture of shell 110, cavity 114 is preferably pumped with amatrix support material such as reinforced concrete. After initialextrusion, track 100 is supported temporary supports. The temporary arelater replaced with permanent support structures including foundationfootings, which are used to support rail 100.

Conduit 114 may not be included in some embodiments, but preferablyprovides sufficient space to deliver power, communication, water orother utilities.

Extruded shell 110 of track 100 does not allow for water seepage intothe concrete matrix (thereby reducing the potential for freeze damage tothe rail). There is preferably limited or no traction degradation insnow or rain because track 100 is gripped by vehicle 10 (via slot 14)from all three sides. It should be noted that the vehicles 10 can notcome off the track except at the mode switching locations. The energyand power requirements are greatly reduced while vehicle 10 is on track100 because the weight of the modular power module 200 stays behind atthe start of track 100. While the modular power module 200 is abandonedat the start of the track power module 200 is charged and shifted to thenext exiting track, preferably in a magazine style mechanical buffermechanism. These queues of charging power modules 200 (which may also bereferred to as power module stations or power module queues) arepreferably sized for an area's traffic flow. Additionally, the presentinvention contemplates a separate mechanism or circuit to facilitate themovement of power modules 200 deposited at a track entrance to a nearbytrack exit to be re-engaged with exiting vehicles 10.

Now referring to FIG. 4, vehicle 10 preferably engages rail 100 alongtrack receiving slot 14 for travel along rail 100. In the presenttransit system also referred herein as a “Tri-track” system, driverspreferably make short trips in a personal vehicle (such as vehicle 10)to access a public high-speed grid 600 (as shown in FIG. 11). TheTriTrack system preferably combines high speed rail travel and existingroad systems. The rail component of the TriTrack system preferablyprovides for a significant improvement in the speed of railwayconstruction. Before vehicle 10 enters track 100, vehicle 10 is weighed.If vehicle 10 is over a selected operating weight, vehicle 10 is notallowed to enter track 100.

Extended TriTrack systems may reduce long distance travel time byutilizing high speed rail travel. TriTrack systems preferably providesimplified and reduced cost construction of composite vehicle and longspan bridges.

Vehicle 10 is preferably constructed to maximize aerodynamic efficiency,thereby providing energy savings. Vehicle 10 preferably utilizes anelectric power source (such as modular power module 200 shown in FIG. 5)thereby reducing air pollution emitting directly from vehicle 10.

Now referring to FIG. 5, a modular power module 200 is shown. Modularpower module 200 preferably includes an exterior housing sized to engagetrack receiving slot 14. Power module 200 also preferably includes rearwheel assembly operable to provide power for roadway travel. Oneimportant advantage of the system is the preferable shift of the drivetrain component, namely, modular power module 200, to public owner(including, for instance ownership by a utility provider) rather thanpersonal ownership. To enable the TriTrack system to work mostefficiently, the control of the speed and trajectory of vehicles 10traveling on track 100 are monitored and controlled. The distribution ofenergy to vehicles 10 may be more efficient if provided from acentralized source. Also, the synchronization of traffic patterns andflow may be better managed under a central control system while vehicles10 are traveling on the network of high speed tracks 600. Themaintenance and production of power module 200 would preferably takeadvantage of economies of scale for the large scale use of thisutilitarian device. The utilization of these mules 200 is preferablymaintained area wide and public ownership preferably allows for thesemules to charge in a queue as the mule 200 waits for the next trip. Insome embodiments, the power unit (battery pack) of the mule does nothave to stay with the containerized exterior of the mule 200 while thecharging is accomplished.

In one preferred embodiment mule drive-train subsystem 200 is preferablyformed from a section of extruded track rail 100 cut to the length ofvehicle 10. This lowers the cost to manufacture these subsystems. Themaintenance of the drive-train module 100 may preferably be performed ata public facility while the maintenance of the vehicle carriage 12 willbe the responsibility of the private owner.

Now referring to FIG. 6, a modular power module 200, with portions cutaway, is shown. Power module 200 includes battery pack 210 includingmultiple power units 212. In the present embodiment, energy storageunits 212 are preferably conventional batteries that may be selectivelyrecharged by conventional means but may also include alternate energystorage means such as a flywheel, super capacitor, fuel cell, or othersuitable means.

Battery pack 210 is preferably in operable communication with controlunit 214. Control unit 214 is further in communication with drive motor216. Control unit 214 is also preferably in communication with thecontrol system associated with vehicle 10. Control unit 214 preferablyand selectively manages the delivery of power from battery pack 210 todrive motor 216. Drive motor 216 then delivers power to rear wheelassembly sufficient to power vehicle 10 for roadway travel.

In one preferred embodiment, each vehicle may include a processor incommunication with a wireless, redundant LAN. The wireless LANpreferably enables monitoring and management of vehicles operating inthe transportation system.

The present invention contemplates a minimal introduction of buildingsassociated with the system. Accordingly, the system does notsignificantly contribute new public buildings to maintain or police. Thequeue of mules 200 may include a public facility to maintain, howeversuch space is preferably designed to limit access by the general public.Vehicle 10 is preferably housed at each user's garage or driveway.

In operation, mule 200 associated with a particular vehicle 10 may becharged via the home power grid (as at a charging station 250 at aresidence 300 as shown in FIG. 7) or may be returned “empty” to thecharging queue or modular power module station and the necessarymonetary transactions for charging mule 200 may be conducted via modernelectronic means. This preferably allows a user to have a choice as towhether to use the public energy source (at a charging station) or homeenergy source 250, adding a beneficial element of competition to theenergy delivery system for recharging modular power module 200.

When vehicles 10 are parked during daytime hours, 200 mule willpreferably not be a part of the parked vehicle 10. Preferably, only thepassenger compartment and the rail drive motor are parked. Because theymay operate on a track, the parking of vehicles 10 may be automated andcan be packed into a small space, such as, on the tail end of thevehicle. Because there is no need to exit swinging doors (as suchparking would be automated) the space between parked cars may besignificantly reduced to, for example, four to six inches rather thanseveral feet. Such an improved parking scheme could preferably requiresignificantly less space (and may even be incorporated onto a building'sroof, and allow real estate currently used for traditional parking to beutilized for more productive and profitable purposes.

FIG. 8 shows a conceptual depiction of an all terrain track productionvehicle, generally depicted at 400, for manufacturing track 100. Trackproduction vehicle 400 (also referred to as a “TriTracker”) ispreferably operable to extrude exterior triangular shell 110 of track100 while in motion. Alternately, exterior triangular shell 110 may bemanufactured in sections and assembled at the track site.

Extruding machine 400 will preferably manufacture track in real-time andin place and utilize subsequent rollers to shape the TriTrack accordingto a prescribed design layout. Once shell 110 is extruded and shaped,temporary supports may be placed at each location near where a permanentsupport pier will be poured. Crews will come in behind track layingmachine 400 and drill the foundation holes and pour the concrete supportstructures. These one to four legged support points will each have themotorized adjustment module (not expressly shown) between the supportpoint and the TriTrack. This will allow the roadway to maintain itsexact path adjusting for thermal expansion, geological movements, soilmoisture content, etc.

In a preferred embodiment, rail manufacturing apparatus 400 is a vehiclein which metal (such as aluminum, steel, an alloy, or engineered plastic(such as a composite material)) is extruded from a large machine thattraverses the path of the TriTrack. In this preferred embodiment,extrusion machine 400 provides track at a rate between 1 and 5 miles perhour and at approximately 3 miles per hour.

FIG. 9 shows a section of triangular track 100 supported by intermediatesupports 520 connected to triangular base 500. Triangular base 500comprise a metal exterior shell with a cavity 512 formed therein andfilled with a support material such as concrete. Triangular base 500further includes utility conduit 514 formed therein and sized forsupporting telecommunication, power, or other utilities.

Now referring to FIG. 10, a vehicle 10 is shown exiting a rail 100 ontoa roadway 550 according to the present invention. In the presentembodiment, vehicle 10 preferably exits rail 100 onto roadway 550. Theexit portion of rail 100 preferably includes a staging area for modularpower modules 200 that have preferably been fully charged during theperiod in which they have not been installed within a vehicle 10. In thepresent embodiment, modular power module 200B is staged to be engagedwith vehicle 10 to provide power for the roadway travel of vehicle 10.

Now referring to FIG. 11, a network of rails 100 may preferably beestablished over an existing roadway system 610 in a metropolitan area.In the present embodiment, a grid of perpendicular rails 614 and 616,running North-South and East-West, respectively, is shown. Each rail 614and 616 may preferably include a series of rails (such as six rails) ofdifferent lengths, as described below.

Another aspect of the present invention is the weight control of vehicle10 and the roadway and rail design specifications. This preferablyallows for rails 100 and roadways to be designed to task rather than thecurrent design which requires a significant safety factor in addition tooverload conditions (such as overloaded vehicles).

Vehicle 10 may preferably operate as a traditional land vehicle. Becausethe high-speed grid 600 preferably incorporates facilities to rechargethe existing modular power module 200, the viability of an electric caris enhanced. The TriTrack allows for short-range trips to flow togetherto make a complete trip. As described. above, multiple modular powermodules 200 rotate through a public recharging system to allow forlimited or significantly reduced vehicle recharge such that replenishingthe vehicle's power source will not significantly impact travel time (asbattery insertion is preferably performed as vehicle 10 continues toroll). The contemplated battery charge network is analogous to the gasstation network of today.

The TriTrack vehicle 10 preferably utilizes the substantially lowestaerodynamic drag coefficient of any shape of this vehicle minus theaerodynamic effect of wheels 18 and 16. In an attempt to maximize volumeof vehicle 10 (specifically, body shell 12) for minimum frontal area(and therefor minimal drag) the frontal shape of a vehicle has agenerally circular cross section. The invention contemplates alterationsto this shape, however, significant deviation will not yield a vehiclethat is maximized for efficiency. In the present embodiment, theTriTrack vehicle 10 has a generally circular cross-section andpreferably has a drag coefficient of 0.09.

The present invention preferably encourages a compounding of energyefficiency as each part of the transit system is designed forefficiency. This is in marked contrast to the compounding effect of manycurrent transportation systems. The term compounding, in this instance,refers to common design of current transportation systems wherein theprovision of an unnecessarily heavy or strong component, such as asuspension, in turn, requires a unnecessarily heavy engine, etc. Byrestricting each part of the present system to a carefully limitedspecification, such compounding does not significantly impair theefficiency of the entire system. In particular, the beneficialcompounding of the present system carries forward to the size and costof track 100 and grid 600. By restricting the design weight of vehicle10 to, for example, four 95^(th) percentile persons (based on weight),the weight of a reduced short distance battery and drive motor are sizedfor metal on metal rolling and the size and the resulting strengthrequirements for rail 100 are reduced compared to modern roadways andrails.

On the high-speed track 100 the trajectory of vehicle 10 may preferablybe adjusted in real time. Each support point of rail 100 will preferablyhave a centrally or networked controlled adjustment for X, Y and Z tomaintain an exact trajectory of rail 100 given the small movements inthe geologic features of the earth and other track movement. In apreferred embodiment, the heart-line of a passenger will be the controlpoint for maintaining constant or slowly changing accelerations inpitch, yaw, and roll. Tilt of vehicle 10 is a function of the threedimensional shape of track 100 and is preferably defined to minimize thediscomfort of the rider. The system preferably actively assists roll,tilt, and yaw to simulate the ride of a much slower vehicle using knowntechniques such as those employed in flight simulation systems. By usingflight simulation-type techniques in reverse, the TriTrack can make thehigh-speed trip “less exciting” and thus more tolerable to riders. Thiscan be accomplished because track 100 preferably has and maintains aknown trajectory before vehicle 10 enters grid 600 and the activesuspension may manipulate the vehicle lessen the effects from trackimperfections and from know human effects (such as nausea). Vehicle 10is supported on a set of rollers inside body 12. The tilt of the car maypreferably be manipulated with servos (such as low-powered servos) totilt the vehicle forward, backward and sideways to create a simplemotion or flight simulator-type effect. By feeding this motion simulatorthe reverse accelerations of the known track accelerations, vehicle 10may make the ride less noticeable to the inner ear of the rider bykeeping the acceleration forces pointed down in relation to the ear. Thecar preferably tilts forward under power to offset the takeoff from thestart of the track and it tilts back as the car decelerates at the endof the track (and in preferred embodiment utilizes such deceleration togenerate electricity). The same compensation would be applied forentering and exiting curves but along a different axis.

The present system takes advantage of the reduced rolling friction metalwheels of a steel track versus that of rubber on pavement. Additionallybecause a small gap is maintained between track 100 and vehicle 10 (andin particular, engagement slot 14) at high speed, vehicle 10 preferablybenefits from a partial air cushion between vehicle 10 and rail 100 thatreduces the rolling friction of the system. Such air cushion maypreferably be actively controlled.

The shaping of extended triangular shell 110 is preferably formed suchthat the shrinkage may be accommodated by the bulge or reverse bulge inthe rolled metal. Utilities may be run down the middle of the extrudedshell 110 (within a conduit 112) as a by-product of the constructionprocess. Fiber bundles can co-exist with electric utilities down thecenter of the tracks 100 hiding the wires on present telephone poles.

The range of mule 200 is sufficient for most commutes and until thecomplete system is implemented, vehicle 10 may be driven on existingroadways like any other car. Once TriTrack grid 600 is in place, thecapacity of power module 200 may be reduced because of the foreseeablereduction in required driving range.

Grid 600 preferably incorporates a number of elements that contribute tothe overall safety of the system. There are no intersections of rails100 in grid 600 and all tracks operate only in one direction. Also,there are no stoplights or stop signs. Personal safety of passengers isenhanced with private passenger compartments 30 of vehicle 10. Emergencyvehicles will be able to take immediate priority because of a unifiedcontrol. Trucks and heavy vehicles are not allowed on track 100 (dynamicmonitoring of vehicle weight). Triangular track shape resists holdingdebris that might interfere with operation of vehicle 10. Each vehicle10 also preferably incorporates a debris detection system to avoid/ejectforeign objects from track 100. Because the brakes of vehicle 10 griptrack 100, they can stop under extremely uniform control. Public owneddrive-train mule 200 will provide a limited, preferably non-lethal,maximum top speed on surface streets.

This transit system also preferably provides enhanced greater access toall individuals, including those with handicaps. Because vehicle 10 isindividually owned, the vehicle may be modified for each individual andaccommodate whatever medical equipment, special chairs, breathing, orfeeding support devices that may be required to accommodate a user'sdisability.

In a particular embodiment, the beginning track 100 may include a linearmotor to assist in the acceleration of vehicle 10 to high speed (up toapproximately 180 mph). This boost, via linear motor or conventionaltraction wheel/stationary motor will reduce the total energy productioncapacity required to be carried on board the rail-only vehicle 10 andthe energy can be reclaimed at the exiting end of the track via a lineargenerator when the vehicle is slowed back down to surface street speedfrom the high speed rail speed.

The energy recovery from the linear motors may be utilized by theelectric power provider to offset the electric load of the up ramps ofthe system on the power grid. The electric power provider may furtherutilize power modules 200 to level the load on the power grid for theday or longer time period depending on the type of energy source used.By shifting the battery storage capacity to the public sector andplacing control over a city or area-wide utilization of electric power,the load on power plants may be leveled to increase the overallutilization of power generating facilities providing a public sectorservice for charging the vehicle power sources, may result in peakdemand leveling and cost efficiency.

In another preferred embodiment, the front shape of the vehicle 10preferably forms a scoop for directing air to the area between track 100and the car 10. This scoop is preferably an active scoop operable tocreate a cushion of air that preferably provides lift by introducinghigher pressure air between the vehicle 10 belly and rails 100 therebyreducing the rolling friction between rail wheels incorporated invehicle 10 and rail 100. The key feature of the TriTrack in this regardis that the ground shape is controlled within a few thousands of aninch. Previous systems attempting to utilize such “ground effects” havehad a much rougher terrain to design for thereby reducing the gains thatpresent ground effects can give.

The present invention contemplates several alternate forms of grid 600.In addition to the rectilinear grid 600 of FIG. 11, a curved grid mayalso be utilized. A circular grid may be built that would allow for aplanned community. Each circle in such a circular grid may have a zoningfunction where industrial complexes would be contained within a circularTriTrack and an adjacent TriTrack circle may contain light industrialbusinesses so as to create separation between industrial and residentialareas. For high speed travel, the diameter of each circle would need tobe sufficiently large. The diameter of a circle could be decreased forlower speed rail areas such as through scenic areas.

Each support for track 100 may include a platform supported by one tofour legs. The four-legged support preferably allows for one of the fourlegs of the supports to be catastrophically removed and continue toprovide support for the track above. The three legged support preferablyallows for at least partial failure of support proved by the trackitself in conjunction with the support platforms located before andafter the damaged support to support the track but not necessarily holdthe trajectory of the track flat. If three legged support platforms areused a drilling machine of common design may be used to drill to find asuitably firm footing for the platform. Temporary tubes of cardboard orreusable metal forms can be used to form a mold for concrete materialsto be poured into the drilled holes and provide support for the platformand XYZ position actuators at each support location on the TriTrack. Theplatform construction process should attempt to be as fast as theextrusion process such that the equipment moves through an area as aset.

In a preferred embodiment tracks 100 may be laid out such that anentrance is a maximum of 1887 feet (¼ mile) from any point within thecovered area. Given a half mile track grid the distance from any to anentry point is one quarter mile. If each track corridor has, as anexample, six tracks going East/West and six tracks going North/Southrunning the width of a car plus a uniform clearance of about 10 inchesthat makes the width of the track corridor 600 inches or 50 feet wideand each adjacent track is twice as long as the previous then the sixside by side tracks are:

-   -   Track 1=½ mile long    -   Track 2=1 mile long    -   Track 3=2 miles long    -   Track 4=4 miles long    -   Track 5=8 miles long    -   Track 6=16 miles long.        To facilitate travel to neighboring cities lengthier tracks may        be placed in other areas.

The routing of traffic on grid 600 may preferably be managed by acentral control computer to limit congestion and encourage uniformarea-wide track utilization. In one embodiment, each rail sectionpreferably has the capacity of a four lane highway and each bundle ofroadways being 6 adjacent tracks wide would have the equivalent peakcapacity of 6, 4 lane highways. Since the entire area would have thesebundles of adjacent tracks every ½ mile the total capacity to movepeople would be significantly increased.

The terrain following elevation contour would be a compromise betweenrough ride at 180 MPH and the difficulty of building track suspendedhigh above the ground. On flat ground the North/South TriTracks may be,for example, at 17 feet above the surface streets and the East/WestTriTracks could be at 22 feet. This allows for no intersections betweenvehicles traveling at high speed to occur on different planes. There areno stop signs or reasons to stop other than emergency situations and inthose situations having a central or networked traffic control systemincluding redundant systems.

In another embodiment, the TriTrack grid may be circular in layout andthe TriTrack would be shaped by the TriTracker to provide the leastjostling of the riders. Because the track is shaped by the TriTracker'spulling rollers the exact trajectory of the vehicle can be formed intothe track allowing for minimal suspension components in the track onlyvehicle and minimum motion detected by the inner ear in yaw pitch androll. By banking the trajectory into the curves the simulated effect isto seem to be heavier than you are. By keeping the circular radius equalthroughout the circular grid the sensation of motion may preferably bereduced. When the rider goes from one circle to another circle therewill be a banking swap over and the TriTrack will be able to make thetransition with minimum impact on the inner ear. This layout would allowfor large circular areas to be serviced by one circular track easementallowing for minimum intrusion on the landscape by vehicular travel.Each circle could be planned to fit a particular use such as housing orindustrial or combinations that make sense with light industrial andshopping being together or residential and convenience stores in acircle.

The circles would be larger in diameter to keep from causing motionsickness and the center track-free area could encompass many acres. Thetravel into the circle would be via the minimally polluting electric oralternate energy conversion car. The transition from circle to circlecould be a series of merges orchestrated by the central controlcomputer. The track would have a local feature that would allow the carto come off the track at speed by keeping the basic shape of theTriTrack but in merge zones reducing the width of the track to, forexample, 60% of its width allowing the car body to clear the track inthe merge zone. This reduced track width section would be theintersection of the equilateral triangle shape with a rectangle. Wherethe sides of the lower part of the track are missing from a usualTriTrack. This would allow the drive wheels on the under side of track100 to come off the track by taking the vehicle 10 up.

The present invention further contemplates additional mechanisms onvehicle 10 for automatic transfers from track to track for unmannedtransport such as, for example, freight. The third track system would bedefined as an open architecture feature. At track ends or at mergepoints on a circular track this third mode of vehicle movement wouldallow for the vehicles to be transferred, moved from track to track viaa third independent local railway. This third rail system or grab pointwould take advantage of a common feature of all the cars allowed on thetrack that would enable a switching station to drive the vehicle toanother track under automatic control. This preferably allows formovement of a vehicle without the contents of the vehicle beinginvolved. Mail and light freight could be accomplished in this manor.Given sufficient safety track record, this could allow for driverlessmovement of passengers.

Although the described embodiments have been described in detail, itshould be understood that various changes, substitutions and alterationsmay be made to the embodiments without departing from their spirit orscope.

1. A dual use vehicle for monorail and roadway travel comprising: acarriage body having a track engagement slot formed to engage atriangular rail; the carriage body including a linear motor componentoperable to cooperate with the triangular rail to form a linear motoroperable to selectively transport the carriage body along the triangularrail; and a modular power module operable to selectively engage thetrack engagement slot of the carriage body when disengaged from therail, the modular power module operable to provide power to the carriagebody for roadway travel when disengaged from the triangular rail.
 2. Thevehicle of claim 1 wherein the track engagement portion furthercompromises a longitudinal slot having a generally triangular crosssection.
 3. The vehicle of claim 1 wherein the modular power componentcomprises: a triangular exterior housing sized to fit within the trackengagement slot; at least one energy storage module disposed within thetriangular housing; a control module associated with the at least onebattery; a pavement drive motor associated with electric control moduleand operable to receive power from at least one energy storage module;and at least one rear wheel assembly operable to be driven by thepavement drive module.
 4. The vehicle of claim 1 further comprising anactive suspension associated with the vehicle operable to reducepredetermined acceleration effects during rail operation.
 5. The vehicleof claim 1 farther comprising the carriage body having a generallycircular cross section.
 6. The vehicle of claim 1 further comprising thecarriage body having an interior compartment for housing an operator. 7.The vehicle of claim 1 further comprising the carriage body generallyhaving a shape generally corresponding to a Class C airship hull havinga longitudinal portion removed to form the track engagement slot and afront axle and wheel assembly extending from a front portion of thecarriage body.
 8. The vehicle of claim 1 further comprising the trackengagement slot operable to partially engage each side of the triangulartrack.
 9. The vehicle of claim 8 further comprising a brake assemblyoperable to apply braking pressure to each side of the triangular track.10.-15. (canceled)
 16. A transportation system comprising: a pluralityof linear rails operable to support dual use vehicles, each rail havingan entrance point and an exit point; each vehicle comprising a linearelectric motor and a metal wheel assembly for travel along the rails;and a power module station associated with each rail entrance point andexit point, the power module station associated with each entrance pointoperable to receive modular power modules removed from vehicles prior toentrance onto the associated rail and the power module stationassociated with each exit point operable to provide a modular powermodule to vehicles exiting the rail.
 17. The transportation system ofclaim 16 further comprising the entrance points operable to determinewhether an entering vehicle complies with weight restrictions foroperating on the track.
 18. A track production vehicle for manufacturinga triangular track for the transport of dual use vehicles comprising: anall-terrain vehicle base; an extrusion apparatus associated with thevehicle base, the extrusion apparatus operable to form a continuoustriangular rail shell; and a roller assembly proximate the extrusionapparatus operable to selectively form the extruded triangular shellinto a selected shape.
 19. The track production vehicle of claim 18further comprising the roller assembly operable to form the triangularshell to the selected shaped based on anticipated weight and shrinkeffects from rail fill material.
 20. The track production vehicle ofclaim 18 further comprising the extrusion apparatus and rollerassemblies operable to continuously manufacture a rail shell along apredetermined trajectory.
 21. The track production vehicle of claim 20further comprising the predetermined trajectory selected to correspondwith a selected rail vehicle passenger heartline trajectory.